Fluid-pressure brake.



PATB'NTED nml?, 1907.-

Wl Vl FLUID PRESSURE BRAKE.

APPLICATION FILED MAB. 2a, 190e.

TURNER.

z sums-sunniti 1.

WITNESSIS PATBNTED DEC. 17, 1907..

W. v. TURNER. FLUID PRESSURE BRAKE.

APPLICATION FILED IAB.. 23, 1906.

2 SHEETS-SHEET 2.

mvEnToR u UNITED sTATEs PATENT oEEroE.

WALTER V. TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUS I AIRv BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENN- sYLvANIA.

FLUID-PRESSURE BRAKE.

Specication of Letters Patent` Patented Dec. 17, 1907.

To all whom it may concern: i

Be it known that I, WALTERV. TURNER, a citizen of the United States, residing` in Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Duplex Pressure-Control Apparatus for Fluid-Presl sure Brakes, of whichvthe following is a specification.

This invention relates to luid pressure brakes, and morepartioularly to 'apparatus or systems of'I this c aracter which are adapted to be operated at either one of two differ ent normal degrees of pressure. f

In the running of railway trains, it is often desirable to o crate the air brake system at one time at t e ordinary or low degree of pressure, such as a maximum main reservoir pressure of 90 pounds per square inch and a maximum train pipe pressure of 70 pounds per square inch, and, at another time at a much higher degree of pressure, such as a maximum main reservoir pressure of 120 or more pounds per square inch and a maximum train pipe pressure of 110 pounds per square inch, as in high speed service. `For this purpose the standard engine brake equipment has heretofore been provided with a duplex pressure governor forvthe air pump and main reservoir, a duplex feed valve mechanism, or two ressure regulating valve devices for control ing the train pipe pressure, and a cock or cocks for cutting in or out the low pressure feed valve device andv the low pressure diaphragm of the governor according as itis desired that the system be operated at the low pressure or the high pressure.

The principal object of this invention is to provide im roved means for automatically adjustin tie pressure governor to give the desired egree of maximum reservoir pressure when the feedvalve mechanism is ad justed to any corresponding degree of train pipe pressure, and broadly stated, it consists 1n supplying fluid under pressure, preferably from the train pipe, to the side ofthe diaphragm of the pressure governor opposite to kthe mainreservoirpressure whereby the load on the governor diaphragm is automatically varled according as the maximum degree of train pi e pressure is adjusted.

"Anot er feature of my invention comprises a duplex plressure` governor, one dia- '.ls subject to tram pipe 'be'governed' by one diaphragm-.when the and by the'other diaphragm when t pressure on one side, while .the brake valve controls communication from the main reservoir to the opposite side of the diaphragm, whereby the main reservoir and pump may "In, the accompanying drawings, Figure 1 is a diagrammatic view showing in elevation a standard engine brake equipment with my' improvement applied thereto; Fig. 2 avertical sectional view of th'e pressure governor for the steam pump or air compressor; Fig. 3 a diagrammatic view showing a modification of the 'engine brake equipment embodying my improvement,v the engineers brake valve seat being indicated in plan; Fig. 4 a face View of the rotary valve of the engineers brakevalve; Fig. 5 a diagram illus trating the relativepositions of the ports of the -rotary valve and the seat in the full release position of the engineers brake valve; and Fig. 6 asimilar diagram illustrating the positions of the ports in the running position of the engineers brake valve. 1

According to the apparatus shown in Figs. 1 and 2, the mainreservoir 1 is connected by pipe 2 with the engineers brake valve 3,: which is also connected with the usual train pipe 4 and by pipe 5 With the equalizing reservoir 6. A pipe bracket 7, secured to the side of the engineers brake valve, is connected by pipes 8 and 9 with a duplex feed valve mechanism comprising two feed valves orpressure regulators 10 and 11, adjusted for different degrees of pressure, and a cutout cock 12 for cutting in either one of said feed or regulating valves for adjusting the maximum train pipe pressure to either the high or low degree.

fThe steam pump governor comprises the 100 steam valve casing 13 having a valve 14 and operating piston 15, a Siamese fitting 16 and two pressure heads 17 and 18, these having diaphragm chambers 23 and 24, dia hragms 25 and 26, regulating valves 29 andP adjustable springs 27 and 28. The diaphragm chamber 24 of the high pressure ead 18 is connected by pipe 20'with theyl main reservoir pipe 2, while the diaphragm..

chamber 23 of the low pressure head 17v is 110 30, and

connected by pipe 19 with the feed-port pipe 8 leading from the pipe bracket of the engineers brake valve tothe feedvalve mechanism. As thus far 'described the apparatus corresponds substantially With thestandard p Westinghouse engine brake equipment for duplex pressure control,I Which is Well understood by all familiar withi'the art. According tosaid standard construction the spring 27 of the low pressure head ofthe governor is adjusted to a main reservoir pressure of about 90 .pounds per square inch, in the diaphragm chamber 23, While the spring 2 8 of.`

l the high pressure head is set for a main reservoir pressure 'of 120 or more pounds per square inch, so that When the 10W pressure` feed .valve device is cut in, the main reser-l readily :understood When the `engineers brake valve is in service or lap positions, the

' port leading to pipe 8 isvclosed, so that'the i ernor for all high pressure spring 28 then controls the action of the governor.

When the system is adjusted to operate at' the high degreeiof pressure byv turning the cut out cock 12, communication through the pipe 19 to the lo'W pressure head of the governor is also `closed in thestandard apparatus ,so that the high pressure spring and governor head then operates to control the govpositions of the engineers brake valve. v Y

According tomy present improvements, however, a pipe 21 communicating with pipe 9 and the train pipe leads to the spring casing of the low pressure head of the governor on the oppositev side of the diaphragm 25. In thisk case the spring 27 is adjustedv for an amount equal to about 20 pounds per square inch. L Then When the feed valve mechanism is adjusted to give the desired. degree of train pipe pressure the pressure lupon -the diaphragm of the governor head is also autou matically adjusted to give the corresponding then' Y the outer side of the pump .governor diamaximum degree of main reservoir pressure.

`The' spring 28 of the high pressure gov- 'ernor head may be adjusted as before to 120 or more pounds, or, if desired, a pipe connection 22 may be made for admitting train pipe pressure to this spring chamber on the back of diaphragm 26 also, and the spring 28 may e adjusted to any excess pressure of about 30 or 40 pounds per square inch. By thus admitting fluid at the` desired degree to phragm it is only necessary to'. adjust the feed valve mechanism to the desired de ree of-tralnpipe pressure, as the governor t en' lo crates automatically to t e main-reservoir pressure.

In the modification illustrated in Fig;l 3, I

properly regulate have shown my improvement applied to a 'l brake valve having a port 30 connected to main reservoir pipe 2 for admitting main reservoir pressure to the rotary valve chamber, and a port 32 in the valve seat connected to the pipe2fleading to the duplex feed valve 29 interposed between the main reservoir pipe 2 andpipe 2EL for regulating the pressure 1n the latter pipe to the desired maximum degree of train pipe pressure. The feed valve 29 may be of any suitable or preferred construction, adapted to vbe readily adjusted to either one of'two dierent degrees of pressure.

The brake valve seat may be provided with an equalizing port 35, and tWo ports 31v and 33 communicating with the train pipe 4. The pipe 21 in this structure leads from the pipe 2a to the low pressuregovernor head 17, While pipe 19 communicates With an additional port 36in the brake valve scat, and .the'pipe 20 connects with the main reservoir pipe 2, as before described.

The rotary valve 38, Fig. 4,- may be provided With through ports39 and 43, and cavities 40, 41 and 42 to coperate With the ports of the valve seat tp properly control the train pipe pressure for operating the brakes, and a cavity 46 having a small port 37 extending through the valve is also -pro-.

Hosition of the brake train pipe 4, andthroughports 43 and 3,5.

to the usual equalizing reservoir. hen vturned to running position', Fig: 6, the supply f excesspressurefrom the main reservoir to main reservoir presthe train pipe is out off and the air at the re- ,v

duced pressure, as determined by the feed valve 29,`floWs through pipe 2, port 32, i

lcav-ity 40 and 'port 31 to the train'pipe 4,land

'from ythe train pipe through port 33, cavity 47 and port 35 to the equalizing reservoir.-

r In both these positions air at main reservoirl orts 37, 46,'

pressure is admitted through and 36 and pipe'19 to the diap agm chamber of the loW pressure governor head 17. A small port 44 in the valve seat also commul nicates with the equaliz'ing reservoir and a service` application of thebrakes is made by turning the valve to register vwith ports 44 and 45, `alloWing a preliminary exhaust throughports 42 and 34, the usual equalizing piston thenoperatingin the ordinary' ipe discharge 3` valve to make the desired re uction in train.

manner to open the train pipe pressure. l In lap position all ports are closed, While in emergency position the train pipe is open t0 the atmosphere through the ports 33, 41, 42 and 34;.

. When the brake valve is turned toservice and lap positions for applying the brakes, it

will be noticed that the port 36 lis closed, so-

that the low pressure head of the governor is cut vout and the pump is then governed by the high pressure head, Which allows the pump to accumulate a higher pressure in the main reservoir.

It'will now be V'seen that the .result obI` tained from this construction is substantiallythe same as that described in connection with the apparatus as shown in Fig. 1,

that is, that airfrom the feed regulatingv valve is admitted to the spring chamber of" the 10W pressure governor head to automatically adjust the governor at the time that the feed valve is adjusted to give thex desired des gree of train ipe pressure and ing to the c amber 23 ofthe lbw pressure diaphragm is open to themain reservoir the brake valve is again turned pressure in the running and releasepositions of the engineers brake valve, but cut out in the other ositi'ons,so that the high pressure overnor head controls the pump, While the rakes are being applied, and operatestoq store up an xcesspressure in thel main/reservoir to as'sist in releasing the brakes when to full'release and running positions.

Having nowdescribed my invention, what I claim as newy and desire to securel by Letters Patent, is

1. Ina iiuid pressure brake, the combi1ia tion with a main reservoir, engineers brake valve, and train pipe, of a pressure governor having a da hragm chamber and diaphragm subject to t e-main reservoir pressure, and means for admitting air from the train pipe to the opposite side of the diaphragm.

v2. In a fluid pressure brake, the combination with a main reservoir, engineers brake valve, and train pipe, of a pressure governorhaving a diaphragm subject on one side to the main reservoir pressure and on the other side to a sprin and the train pipe pressure.

3; In a flui pressure brake, the combina? tion with a main reservoir, engineers brake valve, and train pipe, of a pressure governor having a diaphragm chamber, a diaphragm subject on one side tothe main reservoir pressure, means for adniittin air from the train pipe to .the opposite si e of said diaphragm, and an adjustable feed valve device for regulating the normal degree of train pipe pressure.

4. In a fluid pressure brake, the combination ivith a main reservoir, engineers brake valve, and train pipe, of a pressure governor having a diaphragm chamber, a diaphragm subject on one side to the main reservoir pressure, and on the other side to the train pipe pressure and an adjustable spring, and an adjustable feed 4valve device for regulating the normal degree of train pipe pressure. A-5. In a fluid pressure brake, the coinbination uith a main reservoir, engineers brake valve, and train pipe, of a duplex pressure governor having two diaphragnis subject on one side to main reservoir pressure, and means for admitting fluid at train pipe pressure to the opposite side of one of said diaphra s. u

6.' `n' a'fluid pressure brake, the combination withv a main reservoir, engineers brake valve, and train pipe, of a duplex pressure v'governor having two diaphragms subject on one -side to main reservoir pressure, adjustable'lload devices acting on the opposite side of said 4diaphragms, one heiner set heavier than the other, and means for admitting fluid at train pipe pressure to the loaded side of one of said diaphragme; ./f

7. Ina fluid pressure brake, the combination with a mani reservoir, engineers bra-ke valve, and train pipe, of a duplex pressure governor having tivo diaphragmsrsubj ect on one side to main reservoir pressure, and on the opposite.. side 4to adjustable springs, means for admitting fluid at train'pipe pres- .sure to the opposite side of oneof said diaphragms, an an adjustable feedvalve device for regulating the 'train' pipe to either one of twodiiierent pressures.

8.v In a fluid pressure brake., the combination with a main reservoir, and train pipe, of a duplex pressure governor having two-diaphragm chambers'and diaphragms, one diaphragm chamber communicating `With the main reservoir, an engineers brake valve controlling lcommunication from Athe main reservoir to the 'other diaphragm chamber, and means for admittin fluid under pressure to the opposite side of t e latter diaphragm.

9. In a fluidpressure brake, the combinaa duplex pressure'governorhaving t o dia phragm chambers and diaphragms, one diaphragm chamber communicating with the main reservoir, an en ineers brake valve controlling.communication from the main reservoir' to the other diaphragm chamber, means for admitting fluid at train pipepressure to the oppositeY side of the `latter diaphragm,

and a duplex feed valve mechanism for regu- -lating the 'train pipe to either one of two different pressures. i 11. In a fiuid pressure brake, the combination with a main reservoir, and train pipe, of a pressure governor having a diaphragm chamber, al iaphragm subject on one side toy the main reservoir pressure, and means l for admitting air under pressure to the opposite side of the diaphragm.v

12. In-a fluid pressure brake, the combination With a main reservoir, engineers brake valve, and train pipe, of a ressure governor having a diaphragm'chamiier, a diaphragm 'subject on one side to' the main reservoir pressure, a feed valve device between the main reservoir and the engineers brake valve for regulating the normal degree of train pipe pressure, and means for supplying fluid from said feed valve to the opposite side of the governor diaphragm.

13. In a fluid pressure brake, thecomhination with a main reservoir, brake valve, and

- train ipe, of a pressure governor mechanism a apted to be adjusted for different degrees of main reservoir pressure, a feed valve device for adjusting the train pipe pressure,

means operating automatically, upon the ad- `justrn'ent of the feed valve device to one of and means operatingr automatically, upon the adjustment of the feedvalve device, to also adjustthe pressure governor mechanism.

141. Ina fluid pressure brake, the combination with a main reservoir, brake valve; andl train ipe, of a pressure governor mechanism a apted to be adjusted for different de- .grecs of main reservoir pressure, a duplex feed valve device for adjusting the train pipe to either one of tWo given pressures, and

said pressures, to adjust the governor mechanismto a corresponding pressure.A

y 15. In a fluid pressure brake, thecombination with a reservoir, ay pressure governor.

therefor, and a train pipe, of means operating l 'ernor therefor, and a train pipe, of means operating according to the degree of train pipe pressure for automatically adjusting the governor, and a brake valve having connections for controlling said governor.

17. In a fluid pressure brake, the combination with a main reservoir, a pressure governor therefor, and a train pipe, of means operating according to the degree of train pipe pressure for automatically adjusting the governor, and a brake valve having means for cutting out said governor' in brake applied position.

1S. In a iiuidipressure brake., -the comhination with a main reservoir, a pressure. governor therefor, and a train pipe, of means operating according tothe degree of train pipe pressure for automatically adjusting the governor, and a brake valve having ports and connections for cutting in said governor in normal running position and for cutting it out upon movement to apply brakes.

19. In a fluid pressure brake, the combination with a main reservoir, a duplex pressure governor device therefor, and a train ipe, v0f means operating vaccording to the degree of train pipe pressure for automatically adjusting one of the governors, and abrake valvehaving connections for controlling the same governor.

In testimony whereof I have hereunto set my hand.v

, WALTER V. TURNER.

, Witnesses I R. F. EMERY, J. B. MACDONALD. 

